Train controlling and signaling system.



PATR TRR D G. 29, 1903. I F. P. GREEN. TRAIN CONTROLLING AND SIGNALING SYSTEM.

- APPLIOATiON 1 1 111) PR3. 11. 1903.

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\PATENTED DEG. 29 1903.

I No. 747,967. I

' P. P. GREEN.

TRAIN CONTROLLING {AND'SI-GNALING SYSTEM.

. APPLICATION FILED FEB. 11, 1903. .170 MODEL.

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, I. P. GREEN. v TRAIN CONTROLLING AND SIGNALING SYSTEM.

APPLICATION FILED FEB. 11. 1903.

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No. 747367. PATENTED DE'd'. 29,1903.

F. P. GREEN.

TRAIN CONTROLLING AND SIGNALING SYSTEM.

v APPLICATION FILED FEB. 11. 1903. N0 MODEL. 4 SHEETS-SHEET 4.

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PATENT OFFICE.

FRED PRATT GREEN, OF EAST AURORA, NEW YORK, ASSIGNOR OF TWO- THIRDS TO 'SHELLY S. ALDRICH AND DAVID UNDERHILL, J R., OF EAST AURORA, NEW YORK.

ITA'RAIN CONTROLLING AND SIGNALING SYSTEM.

. SPECIFICATION forming part of Letters Patent No. 747,967, dated December 29, 1903. 7

Application filed February 11, 1908. Serial No. 142,870. (No model.)

fallibilityin the operation of railways by providing a signaling and controlling system whereby the train despatcher may in case I of necessity operate a signal on and apply the air-brakes of a moving train located at any point in his division. I

It sometimes happens that orders to hold a train are received at the signal-tower a few seconds too late for delivery. The signals themselves sometimes refuse to operate properly and in consequence of various other exigencesa train may enter an obstructed section of the line, where the trainmen will be without means of being apprised of the approaching danger until it is too late to avoid an accident. By means of the presentinvention it is contemplated to place every moving train in a given division under the immediate and direct control of the train despatcher, so that in times of great danger requiring prompt action he may instantly by the manipulation of an electric switch located in his office apply the brakes of a. moving train and operate a signal carried bythe train to apprise the engineer of the danger ahead.

It is also the object of the invention to provide means whereby one or more sections of theline may be temporarily cutout of-the system, so that any given train may be stopped without interfering with the running of such trains as are in no danger.

Various other objects of the invention directed more particularly to simplifying the apparatusand to the generalefiiciencythereof will appear during the course of the succeedingdescription of the illustrated embodiment of the invention. o In the accompanying drawings, Figure 1 is a diagrammatical view of the complete system. Fig. 2 is an elevation of a s'ectionof track, showing one of the contact-fingersconnected to the line-wire and illustrating the arrangement of the apparatus on the locomotive. Fig. 3 is a sectional view through the roadbed, showing a contact-finger in its proper relation to the tracks and having connection with theline-wire. Fig. 4 is a side elevation of the motor, the emergency-valve of 6c the air-brake system, and the intermediate connections. Fig. 5 is a plan view of the subject-matter of Fig. 4. Fig. 6is a vertical sectional view of the motor. Fig. 7 is a detail perspective view of the make-and-break device of the motor. Fig. 8 is a detail view of the same with the parts shown in section. Fig. 9 is a perspective view of the relay and connected parts. Fig. 10 is a longitudinal sectional view through the relay and asso- 7o ciatedparts. Fig. 11 is a perspective view of one of thecontact-fingers and its mounting. Fig. 12 is a sectional view through the. subject-matter of Fig. 1.1, and Fig. '13 is a detail perspective view of the contact-shoe and its mounting.

Like characters of reference are employed to designate corresponding parts throughout the several views.

I will first describe the system generally and after a more specific description of the various features of the apparatus will briefly summarize the operation of the system for the stopping of a train in an emergency.

A line-wire a is extended along the road bed and is preferably carried by poles B,Which may or may not be the usual telegraph-poles following the lines of all railways; but the possibility of the use of such poles conduces to the economical installation of the system. 0 One terminal of the wire a, is grounded, as at w, and in said wire are located the normally open controlling-switch S and a source of electrical'energyas, for instance, a linebattery LB. The controlling-switch S is designed to be located in the oflice of the train despatcher or other official having the immediate supervision of the movement of'trains over a division of the road.

The line-wire a is tapped at suitable inter- I00 vals by branch wires 1), each of which is in electrical connection with a contact-finger F, located adjacent to the outer side of one of the rails, and with which is designed to contact a shoe S, carried in the present instance by the locomotive, but adapted to be supported by any vehicle the control of which may be desired. The shoe S constitutes one terminal of a relay-circuit, including a relay R and the Wires 0 and d, the former, 0, leading from the shoe to one side of the relay, and

the latter, cl, leading from the other side of the relay and having electrical connection with one of the vehicle-wheels W, through which the circuit passes to the track and is grounded. This relay or controlling circuit, assuming the controlling-switch S to be closed, is as follows: from the line-battery LB, wire a, branch wire I), contact-finger F, contactshoe S, wire 0, to relay R, thence from relay B through wire cl, to wheel W, to track, and ground at y, and back to the line-battery.

The apparatus carried by the locomotive also includes an electromagnetic motor M and a signal S the latter preferably being in the form of an electric bell, as indicated. The motor is designed when energized to operate through suitable connections the emergency-valve V of an air-brake system of any approved type with which the locomotive or the entire train is equipped. This valve V corresponds in function to the engineers valve, since when opened it permits the exhaust of the air from the train-pipe to permit the automatic operation of the triple or other valve mechanism controlling the application of the brakes. The purpose of the motor, therefore, is to open the emergency-valve V for the purpose of applying the brakes to stop the train, and the purpose of the signal S is to apprise the engineer of the emergency. The motor and the signal are included in independent circuits which, however, are designed to be simultaneously closed when the relay R is energized by the closing of the switch S and the engagement of the shoe S with one of the contact-fingers F.

The motor-circuit includes a motor-battery MB, from which a wire e is led through an interrupter I, a vibrator V, and suitable connections to one terminal ofthe motor-solenoid, the other terminal of which is in electrical connection by a wiref with the armature A of the relay R. The other side of the motorcircuit is formed by a wire g, leading from the motor-battery to the frame of the relay R. Thus when the relay is energized in the manner heretofore stated the motor-circuit will be closed and the motor will operate to open the emergency-valve V, and thus apply the brakes. The motor also operates the interrupter I in a manner which will be hereinafter explained, so that when the valve has been opened the motor-circuit will be interrupted or broken to stop the motor, regardless of whether or not contact is maintained between the frame and armature of the relay.

The signal-circuit includes the signal-battery SB, from which a wire it is led to one side of the signal or hell S the other side of the bell being connected to the wire f at a point between the motor and the armature, it being observed, therefore, that that portion of the wiref extending from the bell to the armature is common to both the signal and motor circuits. From the other pole of the signal-battery SE a wire 1} is led to a contact-plate G, arranged to be engaged by a contact-arm A, extending from the armature A. The relay-armature A is of the swinging type, as will be hereinafter described more fully, and it follows that when the relay is energized the armature proper will contact with the frame of the relay to close the motor-circuit and the armature'arm A will be swung up into contact with the plate U to close the signal-circuit. Thus if the despatcher closes the switch S the controlling or relay circuit will be completed as soon as the shoe S, carried by the engine, comes into contact with one of the fingers F, located at the side of the road-bed, the result being the sounding of the alarm and the application of the brakes. It should be noted that the closing of the primary circuit to energize the relay from the line-battery LB is only momentarythatis to say, it lasts only while the shoe S is in contact with the finger F. As this brief interval would be too insignificant for an effective operation of either-the signal or the motor provision is made for automatically locking or latching the armature A whenever it is moved to a position to close the motor and signal circuits. By reason of this provision the two local circuits on the vehicle remain closed after the contact between the shoe S and the finger F is broken, and while the motor operates the interrupter I to auto matically open the motor-circuit as soon as the emergency-valve is completely opened the signal-circuit remains closed, so that the alarm will be continuously sounded until the attention of the engineer is attracted and he purposely releases the relay-latch, and thus permits the relay-armature to swing back to its normal position.

Since the system is particularly designed for use only in extraordinary emergencies, the entire division of the road will generally be embraced within the control of the operator through the closing of the switch S, because while all of the trains passing over such division will be stopped, or at least will have their brakes set and theiralarms sounded by the closing of the switch, the inconvenience incidental to this result will be insignificant as compared with the results of a collision or other catastrophe, which prompt action by the train despatcher will prevent. However, I have provided for cutting out a port-ion or section of the road from the system when the character of the emergency permits of sufficient time, so that the train therebeyond. As a matter of fact, the time or trains in a particular section of the division may be stopped without affecting such trains as are located at points too remote from the scene ofaccident to be in any danger.

consumed by this proceeding would be no more than a few seconds, as it would simply involve the transmission of a single telegraphic symbol and the instant opening of the auxiliary switch by the operator at the signal-station, followed instantly by the closing of the controllingswitch S to stop any train not located beyond the open auxiliary switch. The practicabilityof this feature of the invention will .be understood in connection with the operation of block systems. The blocks are usually fromone to five miles in length, and a great many blocks may be embraced in a particular division of the road. If the despatcher should forward orders to hold a train at the end of one block and the train should have passed out of said block a few seconds before the receipt of the order,

there would perhaps be sufficient time to' have the auxiliary switch located beyond the train opened by the operator before operat ingthe emergency system to stop the train, as several minutes would perhaps necessarily elapse before the train would reach a perilous position. While, however, the system is, as

' will thus be seen, of great utility in connection with block systems, the necessity for emergency precautions of the character contemplated by this invention is very much greater in connection with the operation of railways which do not employ the block system or which are equipped with a single track for the passage of trains in both directions. I

I will now proceed to describe in detail the various devices which are complementary to the system.

The contact-fingers, which are, as I have heretofore stated, located at intervals along the outer side of one of the rails, are designed to yield laterally to permit the shoe S to ride thereover without endangering the integrity of the parts. By preference each finger is provided with a base in the form of a small casing 1', designed to be bolted to a cross-bar extending between a pair of ties and provided with an apertured cover-plate 2, having a threaded nipple 3, upon which is secured a coupling 4, provided with an axial opening in line with the opening through the coverplate 2 of the casing. To the coupling is se- -tion-of the finger.

cured in 'any'suitable manner the body por- This body portion is preferably in the form of a closely-wound springwire spiral 5, within the upper end of which is fitted a cap 6, of insulating material, pref-' erably of conical form, and having seated in its apex a contact-plug 7. To this plug is attached the upper end'of a wire j, secured at its lower extremity to a contact-plate 9,

located in but insulated from the casing 1 and having electricalconnection with one of the branch wires 1). Within the nipple 3 is located suitable packinglO, surrounding the wirej immediately above the cover 2 of the casing and designed to be compressed by a gland 11,'located within the coupling 4 and arranged to be urged thereby against the packing. It will be observed that by reason of the arrangement of parts described the fingerwhile normally standing upright will yield laterally to permit the passage of the shoe S thereover and that not only will the wirej leading down from the plug 7 be pro- ;tected from the weather, but the provision of duit or tubing13 therefor. (See Fig. 3.) This tubing leads from the casing 1 preferably underground to the adjacent pole B, along which it extends to a point adjacent to the line-wire a, where its upper extremity is turned down, as indicated at 14, as a protection from the weather.

The shoe S, arranged to contact with the fingers F,is preferablyin the form of a flat plate, having its front and rear ends upwardly deflected for an obvious reason and carried at the lower end of a vertically-disposed stem 15, adjustably retained by a bracket 16, rigidly or otherwise secured at a convenient point on the locomotive, preferably adjacent to the pony-trucks, as shown in Fig. 2. i l

The relay is generally of ordinary construction comprehending a base 17, above which are supported the coils 18 and 19, retained by a frame-plate 20 and arranged in proper relation with respect to the armature A. The armature is vertically disposed and is mounted to rock, its shaft 21 being journaled in a metallic armature-frame 22 in electrical communication with the wire f. A post 23 supports the armature proper, and upon one face thereof is arranged a contact-spring 24, which when the armature is drawn toward the magnet contacts with the frame-plate 20 to close the motor-circuit in ainanner heretofore described. Extended horizontally from the lower end of the post 23 is the armature-arm A, underlying an overhanging end of the contact-plate C, with which the wire t is in electrical connection, as heretofore stated. Normally the armature is retained in the position shown in Fig. by a spring 25, as usual, and its retractile movement is limited by a screw 26. The screw 26 is mounted in an insulating-strip 27, supported by a stud extending forwardly from the frame-plate, and this insulating-strip is employed for the support of a spring-catch 28, having a beak 29 normally resting upon the upper end of the armature-post, but designed to drop down to lock the armature when the latter is drawn toward the magnet in opposition to the spring 25. The spring-catch 28 therefore constitutes what may be termed an armaturelook, its function being to lock the armature, so that the motor and signal circuits will be maintained closed even after the relay is deenergized by the passage of the shoe S beyond the contact-finger, through which the controlling-circuit was closed. Obviously when the relay is energized the spring 24 will contact with the frame-plate to close the motor-circuit, and the arm A will contact with the plate 0 to close the signal-circuit. Ordinarily the relay, the signal, and the motor are all grouped within a small compass upon a common supporting-base 30, the relay being secured thereto at one end, the motor being mounted thereon at the opposite end, and the bell being attached at an intermediate point. Any other preferred arrangement may be adopted, however.

The specific description of the hell or signal is believed to be altogether unnecessary, since it has no novel characteristics and is simply illustrated for the purpose of showing one form of signal which may be utilized in connection with the system.

The motor M includes a metal frame 31, comprising a bottom plate 32, from which rise a back plate 33, a front standard 34, and a rear standard 35. A horizontal motor-shaft 36 extends between the upper ends of the back plate 33 and the front standard 34 and is loosely journaled in the former. The front end of the shaft 36 is journaled loosely within the hub of a spur gear-wheel 37, said hub being mounted to revolve freely within a suitable opening in the standard 34. Secured to the front extremity of this hub is a disk 38, constituting an element of the interrupter I and provided at an eccentric point with a wrist-pin 39, having connection by means of a link with the end of a valvelever 41, connected to the emergency-valve V. In the normal positions of the partsthat is to say, when the valve V is closedthe wrist-pin 39 will occupy substantially the position shown in Fig. 4; but if now the disk 38 is rotated the pin 39 will be raised in an obvious manner, thus swinging the valve-lever 41 and opening the emergency-valve V to release the air in the train-pipe, and thus eifect the application of the brakes. This rotary movement is imparted to the disk by means of the following mechanism: Upon the motor-shaft 36 is keyed or otherwise secured a comparatively large ratchet-wheel 42, designed to be moved step by step to rotate the shaft 36. The shaft is geared to the spur gear-wheel 37 by a train of gearing including a pinion 43, keyed to the shaft, a spur gearwheel 44, meshing therewith and mounted to rotate on a short shaft 45, carried by the front and rear standards, and a second pinion 46, fixed to and preferably integral with the gear 44 and meshing with the gear '37. Thus it will be seen that movement imparted to the ratchet-wheel 42 will be communicated to the disk 38, but will be reduced by the intermediate train of gears. Between the ratchet-wheel 42 and the back frame 33 a sleeve 47 is rotatably mounted on the shaft 36 and is passed transversely through the core 48 of a solenoid 49, midway between the ends of the latter. The sleeve is fitted tightly in the opening in the core to constitute an elongated bearing. To the sleeve 47 is fixed in any suitable manner, as by a split collar 50 a depending arm 51, constituting the primary element of the vibrator V, one terminal of the solenoid having electrical connection with a contact-screw 52, carried at one side of a rectangular frame 53, mounted at the lower end of the arm 51, to swing back and forth as the arm 51 vibrates with the rocking solenoid. The contact-screw 52 is insulated from the frame 53 by suitable insulation, as indicated at 54. At the other side of the frame 53 is located a stop-screw 55, and between the screws 52 and 55 is mounted a contact-plate 56, carried at the lower end of a toggle-lever 57, having a joint 58 at its middle and pivoted, as indicated at 59, upona bracket 60, upstanding from the bottom of the frame. The upper end of the toggle-lever 57 is provided with a longitudinal slot 61 for the accommodation of a pin 62, projecting from the bracket 60. The contact-plate 56 is designed to be retained at either limit of its movement by a spiral spring 63, connected to the lever 57 above and below its joint 58 and accommodated within a longitudinal slot 64 in the lever. (See Fig. 7.) Thus the lever 57 will be retained in the position shown in Fig. 8 until by the vibration of the arm 51 it is thrown to the reverse position, where it will be retained by the spring 63 until the vibration of the arm in the opposite direction restores the contact-plate to its initial position. Thus it will be seen that the togglelever 57 will be in contact with the screws 52 and 55, alternately.

Attention may now be directed to a contact-spring 64, mounted upon astrip of insulation 65 and bearing against the periphery of the disk 38. (See Fig. 4.) This contactspring isin electrical communication with the wire 6 of the motor-circuit, and when said circuit is closed by the attraction of the relay-armature the current will pass from the motor-battery MB through the wire e to the contact-spring 64, thence to the disk 38 and' to the screw 52, and through the coils of the solenoid and wirefto the frame of therelay to complete the circuit by way of the wire g. The core of the solenoid being highly magnetized will be attracted to the soft-iron cheek-pieces 66 and 67, extending forwardly from the back plate The cheek-piece 66 is normally located in a plane slightly below one end of the core 48, and the other cheekpiece is normally in a plane slightly above the opposite end of said core. (See Fig. 4.) By reason of this attraction the solenoid will be rocked, this movement being accompanied by the vibration of the arm 51 and the movement of the toggle-lever 57 out of contact with the screw 52. The circuit will thus be broken, and the solenoidwill move back to its normal position, being aided in this movement by a spring 68. This return movement of the solenoid will swing the arm 51 in the opposite direction, causing the screw to move the toggle-lever so that the spring 63 thereof will again present the contact-plate 66 to the screw 52. The circuit being thus reestablished, the operation just described will be repeated. As long, therefore, as the motorcircuit is otherwise closed the alternate making and breaking thereof by the vibrator V will cause continued-oscillation of the solenoid. In order to utilize this vibratory movement for the turning of the ratchet-whee142, which, as we have seen, is connected with the emergency-valve, I provide at the opposite ends of the core 48 suitable brackets 69, upon cry of the disk 38.

which are mounted pawls 70 and 71, engaging the teeth of the wheel 42. To prevent reverse movement of the wheel 42, a dog 72 is pivotally mounted in a bracket 73, upstanding from the base, and is retained in position to engage the wheel by a spring 74. (See Fig. 4.)

It has been stated that the interrupter I is provided for the purpose of opening the motor-circuit to stop themotor automaticallyas soon as the emergency-valve has been completely opened. To accomplish this result, an insulating-block 75 is set into the periph- This block is normally disposed as indicated in Fig. 4; but when the disk has been rotated a sufficient distance to open the valve V said block will arrive opposite the contact-spring 64, thus interrupting the circuit at this point and stopping the motor.

As an added precaution I employ a permanent test set for the purpose of testing the main line at frequent intervals, the instruments of the test setbeing indicated in Fig. 1 and designated by the letter T'.

Briefly, the operation of the'system is as follows: A locomotive or othervehicle designed to travel upon the tracks is equipped with an air-brake apparatus, a motor for opening the emergency-valve thereof, a signal, a relay controlling independent signal and motor circuits, and a contact-shoe form-;

ing a terminal of the relay-circuit, the other side of which is designed to be grounded through a wheel of the vehicle and one of. the tracks. Along the track extends a linewire including a battery,a controlling-switch, and auxiliary switches and having branch wires equipped with contact-fingers. If the controlling-switch has been closed by the train despatcher or other authorizedofficial, the contact-shoe on the vehicle when it contacts with the next contact-finger passed by closed until the relay-armature is released by the lifting of the armature-lock 28. Thus in an emergency the train despatcher may stopa train at any point on the line and may operate the signal carried by a train to apprise the trainmen of the unusual danger. By opening any auxiliary 'switch the contact-fingers beyond the same will be cut out of the main line, and a portion of the road willthus, be cut out of the system to enable the operator to stop a train or trainsv located within a given section of the road without interfering with the operation of trains over other portions of the railway system.-

It is thought that from the foregoing the construction and operation of my system will be clearly apparent; but while the illustrated embodiment of the invention is believed at this time to be preferable I do not wish to be understood as limiting myself to the structural details defined, as, on the contrary, I reserve the right to effect such changes, modifications, and variations of the illustrated structure as may be embraced within the scope of the protection prayed.

What I claim is- I 1. In a system of the character described,

the combination with a vehicle equipped withan air-brake apparatus including an emera series of contact-fingers, a relay carried" by the vehicle and controlling the motor-circuit, one side of the relay being grounded,

IIS

and a contactshoe electrically connected with the other side of the relay and carried by the vehicle for presentation to the contactfingers to close the controlling-circuit.

2. In a system of the character described, the combination with a vehicle equipped with V air-brake apparatus including an emergencyvalve, a valve-operating motor, and a normally open motor-circuit, of a controllingcircuit including a relay controlling the motor-circuit, means carried by the vehicle for closing the controlling-circuit by engagement with a contact exterior to the vehicle, and means independent of the controllingcircuit for automatically opening the motorcircuit after the emergency-valve is opened.

In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor-circuit including a motor and an interrupter operated by the motor, a controlling-circuit including a relay controlling the motor-circuit and having one side grounded, a contact-shoe movable with the vehicle and electrically connected to the other side of the relay, a series of contactfingers to which the shoe is presented by the movement of the vehicle, a line-Wire having electrical connection with the fingers, a controlling-switch in the line-wire, and an auxiliary switch in said wire for cutting one or more of the fingers out of the system.

4. In a system of the character described, the combination with avehicle equipped with an air-brake apparatus including an emergency-valve, ofa valve-operating motor, anor mally open motor-circuit including the motor, a normally open signal-circuit including a signal, and a normally open controlling-circuit including the following elements-a relay controlling the motor and signal circuits and having one side grounded, a contactshoe in electrical connection with the opposite side of the relay, a line-wire having a series of contact-fingers arranged to be successively engaged by the shoe as the vehicle advances, and a controlling-switch in the line-wire.

5. In a system of the character described, the combination with a vehicle equipped with air-brake apparatus including an emergencyvalve, of a motor for operating the valve, a motor-circuit including an interrupter operated by the motor to open said circuit, a signalcircuit including a signal, a controllingcircuit including a relay common to both the motor and signal circuits, and means for locking the armature of the relay to maintain the motor and signal circuits closed after the controlling-circuit is opened.

6. In a system of the character described, the combination with a vehicle equipped with air-brake apparatus including an emergencyvalve, of a motor for operating the valve, a motor-circuit including an interrupter operated by the motor, a signal-circuit including a signal, a controlling-circuit including the following elements-a relay controlling both the motor and signal circuits and having one side grounded, a contact-shoe movable with the vehicle and in electrical connection with the other side of the relay, a line- Wire having a series of contact-fingers arranged to be engaged by the contact-shoe as the vehicle advances,and a controlling-switch in the line-wire, and means for locking the armature of the relay to maintain the motor and signal circuits closed after the controlling-circuit is opened, the-interrupter in the motor-circuit serving to stop the motor when the valve is opened, and the locking device of the relay-armature serving to maintain the signal-circuit closed to compel the continuance of the signal until the attention of the engineer or other trainman is attracted and the lock released.

7. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor including an oscillatory solenoid, earing connected to the valve and operatively related to the solenoid to be advanced step by step, a motor-circuit including the solenoid, and means carried in part by the vehicle and in part independently thereof for eitecting the closing of the motorcircuit to start the motor.

8. In a system of the character described, the combination with a Vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor including an oscillatory solenoid provided with pawls,a ratchetwheel arranged to be engaged by the pawls for step-by-step advance as the solenoid is oscillated, gearing between the ratchet-Wheel and the emergency-valve, a motor-circuit including the solenoid, and controlling means for said circuit carried in part by the vehicle.

9. In a system of the character described, the combination with an air-brake apparatus including an emergency-valve, of a motor including a disk operatively connected to the valve and provided with an insulating-block, a contact-spring disposed to normally engage the disk and to be engaged by the insulatingblock to break the electrical connection when the valve is opened, an oscillatory solenoid, a vibrator operated thereby and having one of its elements in electrical connection with the disk and the other in connection with the solenoid, a ratchet-Wheel geared to the disk to operate the same, pawls carried by the solenoid to engage the ratchet-wheel, a motorcircuit including the contact-spring and the solenoid, and means carried in part by the vehicle for closing the motor-circuit.

10. In a system of the character described, the combination with a controlling-circuit including a relay and a contact-arm extending from the armature thereof, of a contact-plate arranged to be engaged by the arm when the armature is attracted, a motor-circuit including a motor and having its terminals connected to the armature and frame, respectively, of the relay, a signal-circuit including asignal and having its terminals connected to thecontact-plate and to the relay-armature, respectively, and an air-brake apparatus including an emergency-valve operatively connected to the motor,whereby themotor and signal circuits are simultaneously closed when the'armature is attracted.

11. In a system of the character described, the combination with a controlling-circuit including a relay and a contact-arm extending from the armature thereof, of a contact-plate arranged to be engaged by the arm when the armature is attracted, a motor-circuit including a motor and having its terminals connected to the armature and frame, respectively, of the relay,-a signal-circuit including a signal and having its terminals connected to the contact-plate and to the relay-armature, respectively, an air-brake apparatus including an emergency-valve operatively connected to the motor, means for closing the controlling-circuit, and a locking device designed to lock the armature of the relay against retraction to maintain the motor and signal circuits closed after the controllingcircuit is opened.

12. In a system of the character described, the combination with a line-wire, and a series of yielding contact-fingers in electrical connection therewith, of a shoe carried by a vehicle to contact with the yielding fingers, a relay having one side connected to the shoe and its other side grounded, and a signal-circuit also carried by the vehicle and controlled by the relay, and a signal device located in the signal-circuit.

13. In a system of the character described,

the combination with a line-wire, of a seriesof yielding contact-fingers adapted to be arranged at one side of the track, and each having an exposed contact-plug, and a branch wire connecting said plug with the line-wire, a shoe designed to he carried by a vehicle to engage the contact-plugs of the fingers, a signal designed to be also carried by'the vehicle, and suitable electrical connections between the signal and shoe.

14. In a system of the character described, the combination with a line-wire, of a series of yielding contact-fingers each havinga flexible spiral body portion and an exposed con tact-plug, a branch wire connecting the linewire with the contact-plug and inclosed by the body portion of the finger, and electrically-controlled signal mechanism having a I contact-shoe arranged tobe moved into con- 16. In a'system of the character described,

the combination with a line wire, of a series of yielding contact-fingers each including a casing provided with a nipple, a coupling secured upon the nipple, a coiled-wire body rising from the coupling, an insulating-cap secured at the upper end of said body, acontact-plug located in the cap, a wire inclosed within the finger and extending from the contact-plug to the interior of the casing, packing located in the nipple of the casing and surrounding the wire, a gland located within the coupling to compress said packing, and a branch wire extending from the line-wire and having connection within the casing with the wire leading from the contact-plug.

17. In a system of the character described, the combination with a line-wire; of a series of contact devices, each comprising. a laterally-yielding body portion having an insulating-cap and a contact-plug at its upper end.

18. In a system of the character described, the combination with a line-wire; 'of a series of contact devices each comprising a base, a superposed laterally yielding .hollow body portion having the form of a closely-wound spiral, and a contact-plug located at the upper end of the body portion but insulated the combination with a line-wire; of a series of contact-fingers each including acasing provided with a nipple,.a/coupling secured upon the nipple, a coiled-wire body rising from the coupling, an insulating-cap secured at the upper end of said body, a contact-plug located in the cap, a wire inclosed within the finger and extendingfrom the contact-plug to the interior of the casing, packing located in the nipple of the casing and surrounding the wire, andagland located within the coupling to compress said packing.

21. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor for operating the valve, a motor-circuit including the motor, and a normally open controlling-circuit including the following elements; a line-Wire having a series of contact-fingers, a controllingswitch therefor, auxiliary switches in said wire for cutting one or more fingers out of the system, a relay carried by the vehicle and controlling the motor-circuit, one side of the relay being grounded, and a contact-shoe electrically connected with the other side of the relay and carried by the vehicle, for presentation to the contact-fingers to close the controlling-circuit.

22. In a system of the character described,

the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor for operating the Valve, a motor-circuit including an interrupter operated by the motor to open said circuit, a signal-circuit including a signal, and a controlling-circuit including a relay common to both the motor and signal circuits.

23. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor for operating the valve, a motor-circuit, means for closing the motor-circuit to start the motor, and means for automatically opening the motor-circuit after the valve is opened.

24. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergenoy-valve, of a motor for operating the valve, a motor-circuit, means for closing the motor-circuit to start the motor, and means operated by the motor for opening the motor-circuit after the valve is opened.

25. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor including an oscillatory solenoid and cheek-pieces, and gearing connecting the solenoid to the valve.

26. In a system of the character described, the combination with a vehicle equipped with an air-brake apparatus including an emergency-valve, of a motor including an oscillatory solenoid and cheek-pieces, gearing connecting the solenoid to the valve, a motorcircuit including the solenoid, and means for closing said circuit.

27. In a system of the character described, the combination with a normally open controlling-circuit including a relay, of a contact-arm extending from the relay-armature, a contact-plate arranged to be engaged by the arm when the armature is attracted, a norlnallyopen circuit includinga motor and having its terminals connected to the armature and frame respectively, of the relay, a signal-' circuit including a signal and having its terminals connected to the contact-plate and to the relay-armature respectively, an air-brake apparatus including an emergency-valve operatively connected to the motor, and means for closing the controlling-circuit.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of two witnesses.

FRED PRATT GREEN.

Witnesses:

SHELLEY S. ALDRICH, DAVID UNDERHILL, Jr. 

